Note: Descriptions are shown in the official language in which they were submitted.
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METHOD AND DEVICE FOR MONITORING THE CONFIGURATION OF A
TRAI N
FIELD OF THE INVENTION
The present invention relates to a method for monitoring the configuration of
a train,
the train comprising a plurality of railway vehicles coupled to each other.
In a second aspect, the present invention also relates to a device for
monitoring the
configuration of a train.
The present invention pertains to the technical field of B61 L 15/00 and B61 L
25/02.
BACKGROUND
Such a method according to the preamble is also known from U55969643. US '643
discloses a method and apparatus for determining the position of one or more
locomotives in a train. A receiver is mounted to each locomotive in a train.
The
receiver receives a signal from a global positioning system. This determines a
coordinate position of the locomotive. A processor determines the relative
position
for the locomotive in the train based on its determined coordinate position.
This known method has the following disadvantages and problems. If the method
needs to be extended to all railway vehicles in the train, it is required
installing a
receiver on every railway vehicle. Receivers for global positioning systems
are
expensive devices, making the method economically not realizable for a
complete
train. These global positioning systems do have measuring errors up to a few
meters.
When receivers are installed at one end of railway vehicles, e.g. on flatbed
wagons,
it is possible that two receivers, installed on two different railway
vehicles, are at a
distance smaller than the possible error of the global positioning system,
resulting
in a potential swapping of the relative position of two railway vehicles in
the train.
Also known is the method from U55651517. US '517 relates to a method of
automatic train serialization utilizing comparison between a measured
parameter
and a synchronization signal. The parameter varies along the length of the
train. The
synchronization signal is transmitted along the length of the train to the
local nodes
at each car. The parameter is measured at each node with respect to the
occurrence
of the synchronization signal at the node. Serialization of the cars is then
performed
as a function of the measured parameters.
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The method as described in US '517 is based on a synchronization signal that
needs
to be transmitted along the length of the train and a parameter which varies
along
the length of the train. US '517 discloses a method in which the parameter is
a fluid
signal transmitted through the brake pipe of the train and the synchronization
signal
is an electrical signal. In another embodiment of the method the parameter is
a
pressure gradient in the brake pipe of the train and the pressure is measured
by a
node in every railway vehicle on receipt of the synchronization signal. In yet
another
embodiment of the method, an electrical load is placed in a node in every
railway
vehicle and a line is running the length of the train. An electrical parameter
is
measured at the node when receiving the synchronization signal.
These embodiments do have some severe drawbacks. First of all it requires a
synchronization signal between all nodes in every railway vehicle. A reliable
way to
.. realize this, is by installing a line running the length of the train. In
modern
passenger trains, such a line is likely present, but this is not necessarily
the case for
unpowered railway vehicles, such as cargo wagons, tank wagons, flatbed
wagons...
Secondly measuring the parameter requires additional measuring devices for
measuring for instance pressure or electrical parameters. This makes the
method
expensive to implement and cumbersome to install on existing railway vehicles.
U59221479 describes a train and method for safely determining the
configuration of
such a train. The train includes one safety management device per unit, each
device
having two designated identifiers, one coupling communication for each pair of
adjacent units and a general network for connecting all the devices to each
other.
The devices send over the general network and over the coupling communication
links messages to each other. At least one device is determining based on the
exchanged messages the configuration of the train.
This known method has the disadvantage that it requires a lot of expensive
hardware
and communication networks. The algorithm to determine the configuration of
the
train is complex and the method is hard to implement on existing or unpowered
railway vehicles.
Accordingly, a need arises for a method that monitors the configuration of a
train
and that relies on inexpensive hardware that can be easily installed on all
kinds of
existing and new railway vehicles and that is based on a simple algorithm. The
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present invention aims to resolve at least some of the problems and
disadvantages
mentioned above.
SUMMARY OF THE INVENTION
In a first aspect, the present invention provides a method according to claim
1.
The advantage of such a method lies in the ease of implementation and the
simplicity. Monitoring modules are installed on each end of a railway vehicle.
The
monitoring modules are transmitting messages containing a unique identifier
using
a low power radio. When receiving a message containing a unique identifier,
the
monitoring module sends a data packet comprising the received unique
identifier
and the unique identifier of the monitoring module to a processing unit using
its
wireless communication means. The range of the low power radio is in free
space at
least 3 m and at most 10 m. This is less than the length of a railway vehicle.
Consequently the processing unit knows that the monitoring module is close to
the
monitoring module of which the unique identifier was received, or stated
otherwise
the processing unit knows which two railway vehicles are coupled to each
other. The
processing unit will receive from the other monitoring modules on the train
similar
data packets. By combining information from the different data packets, all
couplings
between the different railway vehicles of the train are known and the
configuration
of the train can be determined. When a first railway vehicle is decoupled from
a
second railway vehicle and coupled to another third railway vehicle instead,
the
monitoring module will send again a data packet to the processing unit and the
processing unit will update the configuration of the train. The algorithm to
determine
the configuration of a train is very simple.
Another advantage of such a method lies in the basic communication schemes.
The
method relies on limited wireless exchange of data packets between monitoring
modules and the processing unit. The monitoring modules only have to transmit
basic messages comprising their unique identifier using their low power radios
to
other monitoring modules within range. There is no need for a network
comprising
all the monitoring modules on a train. No cabling for a network is needed.
Another advantage of the invention is that the method can be easily applied to
railway vehicles from different types and ages. Monitoring modules can be
attached
to both ends of the railway vehicle without cabling or network configuration.
The
processing unit can be located on - train, but preferably off - train. An off -
train
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processing unit simplifies further the implementation of the method for
existing
railway vehicles and has the potential benefit of sharing a processing unit
for multiple
trains, resulting in additional cost-savings.
Preferred embodiments of the method are shown in any of the claims 2 to 10.
A specific preferred embodiment relates to an invention according to claim 10.
In
this embodiment the method further comprises the step of executing a self-
learning
algorithm on a processing unit to establish a reference table, comprising
unique
identifiers of monitoring modules referring to railway vehicles. The self-
learning
algorithm has access to information about the expected configuration of trains
and
initially assumes for each of the unique identifiers of the monitoring modules
to which
railway vehicle of a train it is referring. The self-learning algorithm
corrects the
reference table based on the data packets received on the processing unit from
the
monitoring modules. The advantage of this embodiment of the invention is that
it is
not necessary to manually enter references between unique identifiers and
railway
vehicles, simplifying commissioning. Yet another advantage is that eventual
errors
will be auto-corrected.
In a second aspect, the present invention relates to a device according to
claim 11.
The advantage of such a device lies in the low cost. The device comprises a
low
power radio configured to have a range within free space of 3 m up to 10 m, a
memory and a communication means to communicate with a processing unit. These
are all readily available and affordable components. No expensive receivers
for global
positioning systems, safety management devices, measurement devices or network
components are needed.
Another advantage of the device is that it can be battery powered. This
simplifies
installation on existing railway vehicles and on unpowered railway vehicles.
Preferred embodiments of the method are shown in any of the claims 12 to 14.
In a third aspect, the invention relates to a device according to claims 11-
14,
configured to execute a method according to claims 1-10.
DESCRI PTI ON OF FIGURES
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Figure 1 schematically presents a train according to an embodiment of the
present
invention.
This figure is discussed in further detail in Example 1.
Figure 2 schematically presents a top view of two neighboring trains according
to
an embodiment of the present invention.
Figure 3 schematically presents a detail of a train and the communication to
and
from a processing unit according to an embodiment of the present invention.
DETAI LED DESCRI PTI ON OF THE INVENTION
The present invention concerns method and device for monitoring the
configuration
of a train.
Unless otherwise defined, all terms used in disclosing the invention,
including
technical and scientific terms, have the meaning as commonly understood by one
of
ordinary skill in the art to which this invention belongs.
Reference throughout this specification to "one embodiment" or "an embodiment"
means that a particular feature, structure or characteristic described in
connection
with the embodiment is included in at least one embodiment of the present
invention.
Thus, appearances of the phrases "in one embodiment" or "in an embodiment" in
various places throughout this specification are not necessarily all referring
to the
same embodiment, but may. Furthermore, the particular features, structures or
characteristics may be combined in any suitable manner, as would be apparent
to a
person skilled in the art from this disclosure, in one or more embodiments.
Furthermore, while some embodiments described herein include some but not
other
features included in other embodiments, combinations of features of different
embodiments are meant to be within the scope of the invention, and form
different
embodiments, as would be understood by those in the art. For example, in the
following claims, any of the claimed embodiments can be used in any
combination.
Within the context of this document to transmit means to send out a message
either
by radio waves or over wire. The message does not need to be addressed to a
particular receiving party, but it can be. The message does not need to be
replied
by a receiving party, but it can be.
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In a first aspect, the invention relates to a method for monitoring the
configuration
of a train, the train comprising a plurality of railway vehicles coupled to
each other,
each of the railway vehicles comprising a monitoring module on each end, each
monitoring module comprising a unique identifier, a low power radio configured
to
have a range within free space of at least 3 m and at most 10 m, a memory and
a
communication means to communicate with a processing unit, comprising the
following steps:
= transmitting regularly with each of the monitoring modules a message
comprising the associated unique identifier of the monitoring module using
the low power radio,
= receiving with each of the monitoring modules the messages transmitted by
others of the monitoring modules within range of the low power radio, and
preferably storing the unique identifiers of the received messages in the
memory of the monitoring module,
= determining with the processing unit the configuration of the train by
applying
a predetermined algorithm, the predetermined algorithm comparing the
received unique identifiers by each of the monitoring modules to determine
the configuration of the train and preferably an order according to which the
railway vehicles are connected to each other,
wherein the method further comprises the step:
= at a moment after reception of a message containing a unique identifier
with
the low power radio of a monitoring module, the monitoring module sending
at least once for said received unique identifier a data packet comprising
said
received unique identifier and the unique identifier of the monitoring module
to the processing unit using its communication means.
In an embodiment the monitoring module comprises an active RFI D tag,
comprising
a unique identifier and a low power radio. The active RFI D tag is a short
range device.
In an embodiment the monitoring module comprises a low power radio operating
in
the ISM (industrial, scientific and medical) band.
The range of the low power radio is within free space at least 3 m and at most
10
m. The range is less than the length of a railway vehicle, what causes that a
monitoring module at a first end of a first railway vehicle cannot communicate
with
a monitoring module at the second end of the first railway vehicle. Normally
the
monitoring module at the first end of the first railway vehicle can only
communicate
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with a monitoring module at a the nearest end of a second railway vehicle,
whereby
the second railway vehicle is coupled to the first railway vehicle.
In an embodiment the communication means to communicate with the processing
unit is using wired communication technologies, such as, but not limited to
Ethernet-
network, and field buses such as CAN, PROFIBUS and EtherCat.
Optionally the communication means to communicate with the processing unit is
using wireless technologies.
In an embodiment the communication means to wirelessly communicate with the
processing unit is using low-power, wide-area (LPWAN) technologies, such as,
but
not limited to NB-I0T, LoRa and Sigfox.
In an embodiment the communication means to wirelessly communicate with the
processing unit is using WiFi.
In an embodiment the communication means to wirelessly communicate with the
processing unit is using a GPRS/GSM modem.
In an embodiment the communication means to wirelessly communicate with the
processing unit is using satellite communication technology.
In a preferred embodiment a monitoring module at a first end of a first
railway
vehicle of a train transmits regularly a message comprising the associated
unique
identifier of the monitoring module using the low power radio. The message
cannot
be received by a monitoring module at the second end of the first railway
vehicle.
The message will be received by a monitoring module at the nearest end of a
second
railway vehicle of the train that is coupled to the first railway vehicle at
the end of
the first monitoring module. The monitoring module at the nearest end of the
second
railway vehicle sends a data packet comprising the received unique identifier
of the
monitoring module at the first end of the first railway vehicle and its own
unique
identifier to the processing unit using its communication means. The
monitoring
module at the nearest end of the second railway vehicle optionally stores the
received unique identifier of the monitoring module at the first end of the
first railway
vehicle in its memory. The processing unit processes the data packet and
retrieves
the unique identifiers of the monitoring module at the first end of the first
railway
vehicle and the monitoring module at the nearest end of the second railway
vehicle.
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Preferably the processing unit stores the retrieved unique identifiers of the
monitoring module at the first end of the first railway vehicle and the
monitoring
module at the nearest end of the second railway vehicle in its memory. The
processing unit determines from this information that the first railway
vehicle and
the second railway vehicle are coupled to each other. The processing unit
receives
similar data packets from all monitoring modules on the train. The processing
unit
determines the configuration of the train, which railway vehicles are part of
the train,
and preferably also the order in which the railway vehicles are coupled to
each other.
In an embodiment a monitoring module at a first end of a first railway vehicle
of a
train transmits regularly a message comprising the associated unique
identifier of
the monitoring module using the low power radio. The message cannot be
received
by a monitoring module at the second end of the first railway vehicle. The
message
will be received by a monitoring module at the nearest end of a second railway
vehicle of the train that is coupled to the first railway vehicle at the end
of the first
monitoring module. The monitoring module at the nearest end of the second
railway
vehicle replies to the monitoring module at the first end of the first railway
vehicle
with a message comprising the received unique identifier of the monitoring
module
at the first end of the first railway vehicle and its own unique identifier.
The
monitoring module at the first end of the first railway vehicle sends a data
packet
comprising the received unique identifier of the monitoring module at the
nearest
end of the second railway vehicle and its own unique identifier to the
processing unit
using its communication means. The monitoring module at the first end of the
first
railway vehicle optionally stores the received unique identifier of the
monitoring
module at the nearest end of the second railway vehicle in its memory. The
processing unit processes the data packet and retrieves the unique identifiers
of the
monitoring module at the first end of the first railway vehicle and the
monitoring
module at the nearest end of the second railway vehicle. Preferably the
processing
unit stores the retrieved unique identifiers of the monitoring module at the
first end
of the first railway vehicle and the monitoring module at the nearest end of
the
second railway vehicle in its memory. The processing unit determines from this
information that the first railway vehicle and the second railway vehicle are
coupled
to each other. The processing unit receives similar data packets from all
monitoring
modules on the train. The processing unit determines the configuration of the
train,
which railway vehicles are part of the train, and preferably also the order in
which
the railway vehicles are coupled to each other.
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9
In a preferred embodiment, the processing unit is a server installed in a
server park
or a cloud infrastructure. The processing unit processes the packets from
monitoring
modules on one or multiple trains.
In an embodiment, the processing unit is a computer installed on the train.
The
processing unit processes the packets from monitoring modules on one train.
In an embodiment of the invention, the method further comprises the step of
the
monitoring module adding a timestamp to the data packet comprising a received
unique identifier and the unique identifier of the monitoring module, the
timestamp
corresponding to the time the monitoring module received the message with the
unique identifier.
A first monitoring module on a first end of a first railway vehicle on a first
train will
normally only receive messages with a unique identifier from a second
monitoring
module on the nearest end of a second railway vehicle of the first train that
is coupled
to the first railway vehicle at the end of the first monitoring module.
However when
passing a second train, it is possible that the first monitoring module
receives a
message with a unique identifier from a third monitoring module that is
installed on
a railway vehicle of that second train. Because the two trains are passing
each other,
the first monitoring module will only receive messages from the third
monitoring
module during a short period, for instance less than 10 seconds. The first
monitoring
module could filter the unique identifier of the third monitoring module
because upon
the initial receipt of the original message comprising the unique identifier
of the third
monitor module, no further messages comprising the unique identifier of the
third
monitoring module were received. The first monitoring module does not send a
data
packet comprising the identifier of the third monitoring module to the
processing
unit and no false couplings between the first railway vehicle of the first
train and a
railway vehicle of the second train are determined by the processing unit.
Preferably
the first monitoring module does send a data packet comprising the unique
identifier
of the third monitoring module to the processing unit and the corresponding
timestamp. The processing unit can use the timestamps to determine if the
unique
identifiers in a data packet determine a real coupling between two railway
vehicles
or if it is the result of two passing trains.
Preferably the timestamps are stored in memory in the processing unit,
preferably
as an entry in memory, the entry comprising the received unique identifier,
the
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timestamp and the unique identifier of the monitoring module sending the data
packet.
In an embodiment of the invention, the method further comprises the step of
adding
by a monitoring module a received signal strength indicator (RSSI) to the data
packet comprising a received unique identifier and the unique identifier of
the
monitoring module, the RSSI corresponding to the signal strength of the
message
when receiving the message with the unique identifier by the monitoring
module.
A first monitoring module on a first end of a first railway vehicle on a first
train will
normally only receive messages with a unique identifier from a second
monitoring
module on the nearest end of a second railway vehicle of the first train that
is coupled
to the first railway vehicle at the end of the first monitoring module. When
standing
still next to a second train, for instance in a railway station or a shunting
station, it
is possible that the first monitoring module receives a message with a unique
identifier from a third monitoring module that is installed on a railway
vehicle of that
second train. However, the signal strength of the low power radio of the third
monitoring module is normally weaker than the signal strength of the low power
radio of the second monitoring module because the third monitoring module is
further away from the first monitoring module than the second monitoring
module.
The first monitoring module could filter the unique identifier of the third
monitoring
module based on the lower signal strength of the third monitoring module
compared
to the second monitoring module. The first monitoring module does not send a
data
packet comprising the identifier of the third monitoring module to the
processing
unit and no false couplings between the first railway vehicle of the first
train and a
railway vehicle of the second train are determined by the processing unit.
Preferably
the first monitoring mod We does send a data packet comprising the unique
identifier
of the third monitoring module to the processing unit and the corresponding
received
signal strength indication. The processing unit can use the received signal
strength
indications to determine if the unique identifiers in a data packet determine
a real
coupling between two railway vehicles or if it is the result of two trains
standing still
next to each other.
Preferably the received signal strength indications are stored in memory in
the
processing unit, preferably as an entry in memory, the entry comprising the
received
unique identifier, the received signal strength indication and the unique
identifier of
the monitoring module sending the data packet.
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In an embodiment reception of a message containing a unique identifier may
mean
the reception of a valid message containing a unique identifier, for instance
excluding
filtered messages based on timestamps or received signal strength indications.
In an embodiment method further comprises the step of adding by a monitoring
module a movement indication to the data packet comprising a received unique
identifier, a timestamp and the unique identifier of the monitoring module
from the
monitoring module to the processing unit, the movement indication
corresponding
to the speed and/or acceleration of the monitoring module when receiving the
message with the unique identifier by the monitoring module.
The monitoring module can optionally comprise an accelerometer or a
speedometer
connected to an axle of a railway vehicle to measure acceleration or speed.
The
speed can alternatively be calculated by integrating accelerations. When a
first
monitoring module receives a message comprising a unique identifier of a
second
monitoring module, a movement indication, corresponding to the acceleration or
speed measured or calculated by the first monitoring module, is added to the
data
packet comprising the received unique identifier of the second monitoring
module, a
timestamp and the unique identifier of the first monitoring module. The data
packet
is sent to the processing unit.
Preferably the movement indications are stored in memory in the monitoring
module, preferably together with a timestamp.
Preferably the movement indications are stored in memory in the processing
unit,
preferably as an entry in memory, the entry comprising the movement
indication, a
timestamp and the unique identifier of the monitoring module that measured or
calculated the movement indication.
The movement indication can be used by the processing unit to assess if
changes in
couplings are caused by shunt operations, which will cause a sudden
acceleration
measured by monitoring modules on both railway vehicles that are being
coupled,
or because a coupling is broken, which will cause a sudden change in
acceleration
measured by a monitoring module on a railway vehicle that is decoupled from
the
remainder of a train because the railway vehicle will slow down. A monitoring
module
on a railway vehicle still part of the remainder of the train will continue
with the
same speed or acceleration as before the coupling broke. The timestamps and
the
movement indications can also be used by the processing unit as indication
that
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during a certain part of the trajectory of a train the railway tracks are in
bad condition
because all monitoring modules on a train start to measure vibrations. Finally
the
movement indications can also be used by the processing unit to signal
potential
problems with a railway vehicle. If a certain monitoring module on a railway
vehicle
of a train starts to forward data packets with continuously changing
acceleration
values, while other monitoring modules on the train do not show this behavior,
this
could point to vibrations caused by for instance a worn out axle or bogey of
the
railway vehicle.
In an embodiment of the invention, the method further comprises the steps of:
= upon receipt of a data packet from a monitoring module, said data packet
comprising a unique identifier received by the monitoring module, the unique
identifier of the monitoring module and a time stamp, storing an entry in the
memory of the processing unit, said entry comprising the received unique
identifier, the unique identifier of the monitoring module and the timestamp;
= updating the timestamp in the entry in the memory of the processing unit
after receiving a data packet comprising the corresponding received unique
identifier, the corresponding identifier of the monitoring module and a more
recent timestamp;
= and verifying if the timestamp of the entry is outdated.
The processing unit receives data packets from monitoring modules comprising a
unique identifier received by a monitoring module, the unique identifier of
the
monitoring module and the timestamp corresponding to the time the monitoring
module received the message with the unique identifier. The processing unit
retrieves the two unique identifiers and the timestamp from a data packet and
stores
it as an entry in its memory. The processing unit can determine that a
coupling has
been established between a first railway vehicle comprising a monitoring
module
corresponding to one of the two unique identifiers and a second railway
vehicle
corresponding to the other of the two unique identifiers. When the processing
unit
receives another data packet comprising the same two unique identifiers but
with a
more recent timestamp, the processing unit updates the timestamp in the entry
in
its memory comprising the corresponding identifiers. The processing unit can
determine that the previously established coupling between the first and the
second
railway vehicle still exists. When the timestamp of the entry gets outdated,
for
instance after one minute, or one hour or one day, or any appropriate time
interval,
the processing unit can determine that the coupling between the first and the
second
railway vehicle is broken. The detection of a broken coupling can be used in a
safety
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application and also to be able to update the configuration of a train faster,
for
instance during shunt maneuvers.
In an embodiment the method further comprises the steps of, upon receipt of a
message containing a unique identifier with the low power radio of a
monitoring
module, storing the received unique identifier in the memory of the monitoring
module, when not receiving any further messages containing the stored unique
identifier at the monitoring module during a period of minimum lOs after the
initial
reception of the message, removing the corresponding saved unique identifier
from
the memory of the monitoring module.
In an embodiment the monitoring module comprises a microcontroller or
processor
that upon reception of a message retrieves the unique identifier or
identifiers from
the received message and stores them in memory in the monitoring module. This
memory can be a volatile or non-volatile memory. The microcontroller or
processor
starts a timer with a duration of minimum 10s and when not receiving a new
message containing the same unique identifier or identifiers before the timer
elapses, the microcontroller or processor removes the corresponding saved
unique
identifier or identifiers from the memory of the monitoring module.
In an embodiment of the invention, the method further comprises the step of
storing
new unique identifiers of the received messages in the memory of the
monitoring
module, and of removing stored unique identifiers from the memory when no
messages are received comprising said stored unique identifiers; and sending
from
a monitoring module a data packet comprising the unique identifiers stored in
its
memory and the unique identifier of the monitoring module to the processing
unit
whenever the monitoring module stores a new unique identifier to its memory
and/or
removes a unique identifier from its memory.
The processing unit is updated with a data packet when a first monitoring
module
receives the unique identifier of a second monitoring module and also when the
first
monitoring module does not receive any longer the unique identifier of the
second
monitoring module. The processing unit can determine in the former case that a
coupling has been established between a first railway vehicle comprising the
first
monitoring module and a second railway vehicle comprising the second
monitoring
module. In the latter case the processing unit can determine that the coupling
between a first railway vehicle comprising the first monitoring module and a
second
railway vehicle comprising the second monitoring module is broken. The
detection
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of a broken coupling can be used in a safety application and also to be able
to update
the configuration of a train faster, for instance during shunt maneuvers.
Preferably the monitoring module does only send a data packet to the
processing
unit when a new unique identifier is stored in its memory or when a unique
identifier
is removed from its memory instead of sending a data packet every time a
message
with a unique identifier is received. This limits the communication of data
packets
towards the processing unit and saves power.
.. In an embodiment of the invention, the method further comprises the step of
sending
a data packet from the processing unit to a monitoring module, said data
packet
from the processing unit preferably comprising instructions for the monitoring
module. The processing unit can use these data packets to send a command or a
request to a monitoring module, for instance to adjust the power of the low
power
radio, to clear its memory or other settings.
In an embodiment of the invention, the method further comprises the step of
regularly sending from a monitoring module a data packet comprising the unique
identifiers stored in its memory and the unique identifier of the monitoring
module
to the processing unit according to an interval and/or at predetermined times,
preferably whereby the interval and/or the predetermined times can be adjusted
remotely by the processing unit.
When the communication between a monitoring module and a processing unit is
disturbed, for instance due to the unavailability of the communication means,
the
processing unit will receive automatically an update at a certain point in
time after
the communication between the monitoring module and the processing unit has
been
restored. The regular data packets from the monitoring module towards the
processing unit can be used by the processing unit to control if a monitoring
unit is
still functional. The interval and/or the predetermined times can be adjusted
remotely by the processing unit, for instance by sending a command in a data
packet
to the monitoring module.
In an embodiment of the invention, the method further comprises the step of
sending
from a monitoring module a data packet comprising the unique identifiers
stored in
its memory and the unique identifier of the monitoring module to the
processing unit
after receiving a request from the processing unit to send the unique
identifiers
stored in its memory.
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This function can be used when a data packet from a monitoring module did not
reach the processing unit and the processing unit requires the data packet to
update
the configuration of a train. For instance a train engineer is performing
shunt
maneuvers and decoupled a railway vehicle from a train, but when consulting
the
train configuration, the railway vehicle is still part of the train because
the data
packet from the monitoring module attached to the railway vehicle did not
reach the
processing unit. The processing unit requests the monitoring module to send a
data
packet comprising the unique identifiers stored in its memory and after
receiving the
data packet, the processing unit can correct the configuration of the train.
In an embodiment of the invention, the method further comprises the step of
sending
from a monitoring module a data packet comprising the unique identifiers
stored in
its memory and the unique identifier of the monitoring module to the
processing unit
upon detection of movement by the monitoring module.
A monitoring unit could for instance comprise an accelerometer or a
speedometer
connected to an axle of a railway vehicle. When movement or change in movement
is detected, the monitoring unit sends a data packet comprising the unique
identifiers
stored in its memory and the unique identifier of the monitoring module to the
processing unit. This is useful to save power in the monitoring unit.
Couplings
between railway vehicles are normally only changed when having movement. For
instance while performing shunt maneuvers a railway vehicle will suddenly
start
moving. Or when a coupling breaks, a railway vehicle will suddenly slow down.
Only
in these conditions the monitoring module will send a data packet to the
processing
unit.
In a preferred embodiment of the invention, the messages transmitted and
received
by the low power radio of a monitoring module are only broadcast messages. A
monitoring module broadcasts its unique identifier to every other monitoring
module
within radio range. No acknowledgments of reception are transmitted back. This
limits the usage of the low power radios of the different monitoring modules,
saving
power, and simplifies the communication protocol for a monitoring module.
In an embodiment of the invention, the method further comprises the step of
executing a self-learning algorithm on a processing unit, wherein the
processing unit
has access to information, the information comprising expected configurations
of
trains and a reference table, the reference table comprising unique
identifiers of
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monitoring modules referring to railway vehicles, wherein the self-learning
algorithm
initially assumes for each of the unique identifiers of the monitoring modules
to which
railway vehicle of the train it is referring and wherein the self-learning
algorithm
corrects the reference table based on the data packets received on the
processing
unit from the monitoring modules.
The self-learning algorithm has the advantage that it is not necessary to
manually
enter references between unique identifiers and railway vehicles, simplifying
commissioning. The algorithm will assume an initial reference table. This
initial
reference table can be empty at the start. Each received unique identifier not
yet
available in the reference table, is entered in the reference table and a
reference to
a railway vehicle, with no unique identifier or only one unique identifier
referring to
it, is made. It is very likely that this reference is incorrect. Because the
processing
unit has access to information such as the expected configuration of the
trains, the
processing unit is able to detect the incorrect references. During the
operation of the
trains, the configuration of the trains will change regularly. Railway
vehicles will be
coupled and decoupled from trains. The monitoring modules on these trains will
send
data packets containing unique identifiers to the processing unit. The
processing unit
is able to correct the references based on these data packets, the expected
train
configurations and the previously assumed train configurations. The self-
learning
algorithm can be combined with a manual commissioning to facilitate the
correct
referencing between the remaining unique identifiers of additional monitoring
modules and railway vehicles.
Yet another advantage is that eventual errors will be auto-corrected. When an
additional monitoring module is commissioned manually, it is possible that an
incorrect reference between the unique identifier of the monitoring module and
a
railway vehicle is entered in the reference table. The processing unit will
notice
during the operation of the trains that this reference is incorrect and
correct it
accordingly.
In an embodiment of the invention, a monitoring module comprises a GNSS
(Global
Navigation Satellite System, e.g. GPS, GLONASS, Galileo, BeiDou) receiver.
Preferably, each monitoring module comprises a GNSS receiver. The monitoring
module may be configured to determine a GNSS position via the GNSS receiver.
The
monitoring module may determine a GNSS position repeatedly in time and/or upon
a position determination trigger. A position determination trigger may be
based on
signals from the accelerometer or speedometer. For example, a position
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determination trigger may be issued upon acceleration and deceleration. For
example, a position determination trigger may be issued continuously during
movement. A data packet may comprise a determined position. The processing
unit
may determine or verify, preferably verify, a configuration of the train, and
.. preferably an order according to which the railway vehicles are connected
to each
other, based at least in part on a GNSS position. For verification, the GNSS
receiver
thereby provides a highly accurate, but somewhat more power-consuming, cross-
check of a determined configuration and/or vehicle order, preferably during
critical
moments, such as acceleration and deceleration.
It should be clear for a person skilled in the art that two or more of the
preceding
embodiments can be combined.
In a second aspect, the invention relates to a device for monitoring the
configuration
of a train comprising an unique identifier, a low power radio configured to
have a
range within free space of 3 m up to 10 m, a memory and a communication means
to communicate with a processing unit, wherein the device is configured to
transmit
regularly a message including its unique identifier using the low power radio,
wherein
the device is configured to receive messages transmitted by other devices
within
.. range of the low power radio, wherein the device is configured to, at a
moment after
reception of a message containing a unique identifier with the low power radio
of the
device, send at least once for said received unique a data packet comprising
said
received unique identifier and the unique identifier of the device by the
device to the
processing unit using its communication means when receiving a message with
the
low power radio of that device containing the unique identifier.
Throughout this text, the device according to the second aspect and the
monitoring
module are most preferably synonymous. Any feature relating to the monitoring
module may therefore pertain to the device according to the second aspect, and
vice
versa.
In an embodiment the monitoring module comprises an active RFI D tag,
comprising
a unique identifier and a low power radio. The active RFI D tag is a short
range device.
.. In an embodiment the monitoring module comprises a low power radio
operating in
the ISM (industrial, scientific and medical) band.
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In an embodiment the communication means to communicate with the processing
unit is using wired communication technologies, such as, but not limited to
Ethernet-
network, and field buses such as CAN, PROFIBUS and EtherCat.
Optionally the communication means to communicate with the processing unit is
using wireless technologies.
In an embodiment the communication means to wirelessly communicate with the
processing unit is configured to use low-power, wide-area (LPWAN)
technologies,
.. such as, but not limited to NB-I0T, LoRa and Sigfox.
In an embodiment the communication means to wirelessly communicate with the
processing unit is configured to use WiFi.
In an embodiment the communication means to wirelessly communicate with the
processing unit is configured to use a GPRS/GSM modem.
In an embodiment the communication means to wirelessly communicate with the
processing unit is configured to use satellite communication technology.
In an embodiment of the invention, the device comprises a battery and/or a
power
connector. The monitoring module comprising a battery is suitable for
installation on
both unpowered railway vehicles such as flatbed wagons, tank wagons or cargo
wagons as powered railway vehicles such as locomotives and passenger wagons,
while a monitoring module comprising a power connector is suitable to be
connected
to the power of powered railway vehicles.
In an embodiment of the invention, the transmitting power of the low power
radio
of the device is adjustable, preferably remotely adjustable from the
processing unit.
This is advantageous when having two trains standing still next to each other,
for
instance in a railway station or a shunting station. A first monitoring module
on a
first end of a first railway vehicle on a first train will normally only
receive messages
with a unique identifier from a second monitoring module on the nearest end of
a
second railway vehicle of the first train that is coupled to the first railway
vehicle at
the end of the first monitoring module. When standing still next to a second
train it
is possible that the first monitoring module receives a message with a unique
identifier from a third monitoring module that is installed on a railway
vehicle of that
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second train. However, the signal strength of the low power radio of the third
monitoring module is normally weaker than the signal strength of the low power
radio of the second monitoring module because the third monitoring module is
further away from the first monitoring module than the second monitoring
module.
When the transmitting power of the low power radio of the device is
adjustable, the
transmitting power of the first monitoring module could be reduced until no
further
messages from the third monitoring module and only messages from the second
monitoring module are received. Preferably the first monitoring module does
not
adjust the transmitting power and sends one or more data packets to a
processing
unit, comprising the unique identifiers of the second and the third monitoring
module
and its own unique identifier. The processing unit could then send a data
packet to
the first monitoring module to lower its transmission power of its low power
radio.
In an embodiment of the invention, the device comprises a directional antenna
connected to the low power radio.
The directional antenna has an antenna pattern that, when a monitoring module
is
installed on a railway vehicle of a train, it increases the transmission power
in the
direction of a next railway vehicle in a train and reduces the transmission
power in
the direction of the railway vehicle on which the monitoring module is
installed and
in the direction of the neighboring railway tracks.
Such an antenna pattern is advantageous to avoid receiving messages by a
monitoring module on a first train from monitoring modules installed on a
passing
second train or on a second train standing still next to first train.
In a third aspect, the invention relates to a device, configured to execute a
method
according to the invention.
The invention is further described by the following non-limiting examples
which
further illustrate the invention, and are not intended to, nor should they be
interpreted to, limit the scope of the invention.
EXAMPLE
Figure 1 shows an example train with a monitoring system according to the
invention, wherein the coupling between railway vehicles is monitored. Figure
2
shows a top view of two neighboring trains equipped with the monitoring
system.
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Figure 3 shows a detail of a train and the communication to and from a
processing
unit.
In the example depicted in Figure 1 the train comprises a locomotive (1), an
unpowered tank wagon (2), an unpowered flatbed wagon (3), an unpowered cargo
wagon (4) and a passenger wagon (5).
At each end of a wagon (2, 3, 4, 5) and the locomotive (1) a monitoring module
(6,
7, 8, 9, 10, 11, 12, 13, 14, 15), comprising a low power radio, a unique
identifier, a
memory, a power means and a communication means, is attached. The said
monitoring module (6, 7, 8,9, 10, 11, 12, 13, 14, 15) is configured for:
= transmitting at a regular time interval and at low transmission power a
message containing its unique identifier using its low power radio,
= receiving messages from any of the said monitoring modules (6, 7, 8, 9,
10,
11, 12, 13, 14, 15) using its low power radio,
= optionally replying with a message comprising the received unique
identifier
and its own unique identifier after receiving messages from any of the said
monitoring modules (6, 7, 8, 9, 10, 11, 12, 13, 14, 15) using its low power
radio,
= optionally receiving reply messages from any of the said monitoring modules
(6, 7, 8, 9, 10, 11, 12, 13, 14, 15) comprising the senders unique identifier
and its own unique identifier using its low power radio,
= retrieving the unique identifier from a received message or optionally a
reply
message,
= storing retrieved unique identifiers in memory,
= removing unique identifiers from memory when not receiving a message or
alternatively reply message comprising the specific identifier within a
certain
timeout period,
= transferring the unique identifiers in memory and its own unique
identifier to
a processing unit, not depicted in the Figure 1, after storing a new unique
identifier in memory or removing an old unique identifier from memory, using
its communication means,
= optionally transferring the unique identifiers in memory and its own
unique
identifier to a processing unit every few hours using its communication
means,
= optionally transferring the unique identifiers in memory and its own
unique
identifier to a processing unit at a fixed time every day using its
communication means,
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= optionally transferring the unique identifiers in memory and its own
unique
identifier to a processing unit after receiving a request from the processing
unit on its communication means,
= optionally receiving commands from the processing unit on its
communication
means.
The locomotive (1) and passenger wagon(5) are powered. The power means of the
monitoring modules (6, 7) on the locomotive (1) and the monitoring modules
(14,
15) on the passenger wagon (5) comprise for instance a battery, but could also
comprise a connection to the power of the locomotive (1) or passenger car (5).
The
tank wagon (2), the flatbed wagon (3) and the cargo wagon (4) are unpowered
wagons. The power means of the monitoring modules (8, 9, 10, 11, 12, 13)
attached
to these wagons (2, 3, 4) comprise for instance a battery. The battery
lifetime is
extended due to the limited usage of the communication means because the
unique
identifiers in memory and its own unique identifier are only transferred after
storing
a new unique identifier in memory or removing an old unique identifier from
memory,
optionally every few hours, optionally at a fixed time every day and
optionally on
request by the processing unit.
The transmission power of the radio is configured to have a range of the radio
of at
least 3m and maximum 10m, even preferably 5m. This will enable for instance
monitoring module (7) on one end of the locomotive (1) to receive the message
containing the corresponding identifier from monitoring module (8) at the near
end
of the tank wagon (2), but it will also avoid that monitoring module (7) is
able to
receive the message from monitoring module (9) at the far end of the tank
wagon
(2). Similarly monitoring module (7) will not be able to receive the message
from
monitoring module (6) at the other end of the locomotive (1).
The monitoring modules are ideally placed in the middle between the buffers at
the
end of the wagons (2, 3, 4, 5) and the locomotive (1). In this position the
monitoring
modules (6, 7, 8, 9, 10, 11, 12, 13, 14, 15) are always at the closest
possible
distance and in line of sight of each other. The range of the low power radio
could in
this case be reduced to about 2m as the distance between the bodies of two
wagons
is maximum about 1,5m. Unfortunately this position is used by the coupling
between
two wagons.
Another preferred position would be slightly above the coupling, such as 1m.
The
monitoring modules (6, 7, 8, 9 ,12, 13) of the locomotive (1), tank wagon (2)
and
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cargo wagon (4) are for instance installed in this position and are at the
closest
possible distance and in line of sight of each other.
In case of the monitoring modules (14, 15) of the passenger wagon (5) this is
not
possible due to the central passageway at the ends of the passenger wagon (5).
The
monitoring modules (14, 15) are placed slightly above the coupling, such as
1m, and
next to the central passageway at one side of the passenger wagon (5). The
distance
between monitoring module (14) of the passenger wagon (5) and the monitoring
module (13) of the cargo wagon (4) is in the range of 1,6m to 2m, still within
the
range of 3m up to 10m of the low power radio.
Due to space constraints the monitoring modules (10, 11) of the flatbed wagon
(3)
are for instance installed between the buffers and the coupling at one side of
the
flatbed wagon (3). The distance between monitoring module (11) of the flatbed
wagon (3) and the monitoring module (12) of the cargo wagon (4) is in the
range of
1,8m to 2,2m, still within the range of at least 3m up to 10m of the low power
radio.
A wagon has a width of maximum 3,4m. Taking a safety margin between two
parallel
railway tracks, the distance between the centerlines of the two railway tracks
is
about 4m to 6m. The low power radio range of 3m up to 10m reduces the
possibility
that messages from monitoring modules on a neighboring train are received,
although it is not impossible. Referring to the top view of Figure 2, the
monitoring
module (13) is able to receive messages from the monitoring module (17) and
the
monitoring module (11) is able to receive messages from the monitoring module
(19) on the neighboring train with wagons (20, 21). None of the monitoring
modules
(6, 7, 8, 9, 10, 11, 12, 13, 14, 15) is able to receive messages from the
monitoring
modules (16, 18) on the neighboring train with wagons (20, 21).
In an embodiment of the invention, when monitoring module (11) receives both
the
messages from the monitoring module (12) and the monitoring module (19), the
monitoring module (11) compares the received signal strength indication (RSSI)
of
both the link between monitoring modules (11, 12) and the link between
monitoring
modules (11, 19). A higher RSSI indicates a shorter distance between a
transmitter
and a receiver. It can be expected that the link between the monitoring
modules
(11, 12) will have a higher RSSI than the link between the monitoring modules
(11,
19). Monitoring module (11) rejects the link with the lowest RSSI, in this
example
the link between the monitoring modules (11, 19), and only transfers the
unique
identifier of monitoring module (12) using its communication means.
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In another embodiment of the invention, when monitoring module (11) receives
messages from both the monitoring module (12) and the monitoring module (19),
the monitoring module (11) will reduce the transmitting power of its low power
radio
or will receive data packets from the processing unit via its communication
means
to reduce the transmitting power of its low power radio until one of the two
links
with the monitoring units (12, 19) is broken. It can be expected that this
will be the
link with the monitoring module (19), as the monitoring module (19) is at a
bigger
distance from monitoring module (11) than monitoring module (12). The
monitoring
module (11) only transfers the unique identifier of monitoring module (12)
using its
communication means.
In another embodiment of the invention, when monitoring module (11) receives
messages from both the monitoring module (12) and the monitoring module (19),
the monitoring unit (11) simply transfers both unique identifiers of the
monitoring
units (12, 19) using its communication means. The processing unit will receive
a link
between monitoring modules (11, 12) and also between monitoring modules (11,
19). The processing unit can filter, based on information available in the
processing
unit, the most likely links corresponding to actual couplings between wagons.
For
instance the processing unit can have lists with configurations of several
trains in
memory. In this example the processing unit would have a list of a first train
with
four wagons (2, 3, 4, 5) and one locomotive (1) and a second train with two
wagons
(20, 21) in memory. The processing unit is able to filter the links between
monitoring
modules (11, 19) and the monitoring modules (13, 17) based on the information
that these monitoring modules belong to different trains. Optionally the
monitoring
modules (7, 8, 9, 10, 11, 12, 13, 14, 17, 18, 19) not only send the unique
identifier,
but also the corresponding RSSI. This additional information can be used by
the
processing unit to filter the correct links corresponding to the actual
couplings
between the wagons.
When the processing unit cannot filter the links accurately based on the
received
identifiers, the optional RSSI and the information available to the processing
unit,
both links remain in memory. The processing unit will indicate the existence
of two
couplings at the same end, for instance wagon (4) will be connected at the
same
end to wagon (5) and wagon (20). This can be resolved because an operator
manually checks the real coupling or it will be automatically resolved when
one of
both trains starts rolling and the links between the monitoring modules (11,
19) and
the monitoring modules (13, 17) are broken.
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The situation as depicted in Figure 2 can also occur when two trains are
crossing
each other on parallel tracks. A link between the monitoring modules (13, 17)
and
the monitoring modules (11, 19) can be made and will be instantaneously broken
when the two trains continue their travel.
In one embodiment of the invention the monitoring modules (11, 13, 17, 19)
themselves will not forward the unique identifiers because the links between
the
monitoring modules (13, 17) and the monitoring modules (11, 19) did not last
longer
that a predetermined period.
In another embodiment of the invention the monitoring modules (11, 13, 17, 19)
will forward the identifiers and the processing unit will filter the links due
to the short
existence of the link, based on the available information about the expected
train
configuration and based on the fact the these two links were created within a
short
time frame of maximum a few seconds and also these two links were broken
within
a short time frame of maximum a few seconds, what is physically impossible
during
normal shunt maneuvers. Optionally the monitoring modules (11, 13, 17, 19) add
timestamps to indicate the moment of making or breaking a link to facilitate
the
filtering by the processing unit.
The processing unit can be extended with self-learning algorithms, for
instance to
control the correct functioning of the monitoring system. The monitoring
modules
(6, 7, 8, 9, 10, 11, 12, 13, 14, 15) need to be referenced to the
corresponding
wagons (2, 3, 4, 5) or locomotive (1). This could be entered manually in the
monitoring system. Errors can occur. For instance no reference to wagon (5) is
made
for monitoring module (14) and monitoring module (7) is incorrectly referenced
to
the tank wagon (8) instead of locomotive (1). The processing unit can correct
these
errors automatically during the operation of the train. The processing unit
will notice
that passenger wagon (5), that should be part of the train, is not connected
to any
of the wagons (2, 3, 4) or the locomotive (1). It will also detect that the
locomotive
(1) is not connected to any of the wagons (2, 3, 4, 5) and that the tank wagon
(2)
has three couplings instead of two. Automatically the monitoring modules (7,
8, 14)
are flagged as being incorrectly referenced. Monitoring module (14) is
referring to
an unknown railway vehicle and monitoring modules (7, 8) have a coupling with
each
other and are referenced to the same tank wagon (2). Because the processing
unit
has access to information about the expected train configuration, it knows
that
passenger wagon (5) should be connected to cargo wagon (4) and it also knows
that
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the monitoring module (13) of the cargo wagon (4) has a link with the
monitoring
module (14) of an unknown wagon. The processing unit assumes correctly that
the
monitoring module (14) is referring to passenger wagon (5). It adapts the
reference
of monitoring module (14). The processing unit also knows that the locomotive
(1)
should be in front of the tank wagon (2) and that the tank wagon (2) has three
monitoring modules (7, 8, 9) of which the monitoring modules (7, 8) are linked
to
each other. The processing unit assumes incorrectly that monitoring module (8)
is
referring to the locomotive (1) and that the monitoring module (7) is
referring to the
tank wagon (2) and it adapts the references of the monitoring units (7, 8)
accordingly. At a certain moment, during shunt maneuvers, the locomotive (1)
will
be decoupled from the tank wagon (2) and coupled to another wagon, assume the
wagon (21) in Figure 2. The link between the monitoring modules (7, 8) will be
broken and a new link will be established between monitoring modules (7, 19).
The
processing unit will remark that the locomotive (1) is not coupled to any
wagon and
that the tank wagon (2) is coupled to wagon (21), what does not correspond to
the
expected train configuration. The processing unit will correct the references
and will
refer monitoring module (7) to locomotive (1) and monitoring module (8) to
tank
wagon (2). A similar self-learning algorithm could be used to introduce new
monitoring modifies in a monitoring system.
Figure 3 shows a detail of the cargo wagon 4 and the passenger wagon 5. The
monitoring module (14) sends data packets using its communications means (24)
to
an off-train processing unit (26) via a satellite (23). In other embodiments
the
satellite communication can be replaced by a GPRS/GSM modem, LPWAN, WiFi or
other appropriate technologies. In this example the communications means (24)
is
a separate module located inside the passenger wagon (5). However it is clear
that
the communication means (24) can also be integrated in the monitoring module
(14)
or can be located at the outside on top of the passenger wagon (5). A human,
for
instance the train engineer (22), can interrogate the processing unit (26)
about the
configuration of the train, for instance using a mobile device with a
connection to a
satellite (23).
It is supposed that the present invention is not restricted to any form of
realization
described previously and that some modifications can be added to the presented
example of fabrication without reappraisal of the appended claims. For
example, the
present invention has been described referring to trains, but it is clear that
the
invention can be applied to other vehicles such as tractors with trailers.
